Modular azimuth thruster

Description

FIELD OF THE INVENTION

[0001] The present invention relates to an azimuth thruster for propelling a vessel, having a thruster housing around which water flows, and comprising: a standardized core unit having a core unit housing forming part of the thruster housing, a transmission line arranged within the core unit housing, comprising a propeller shaft extending in a longitudinal direction of the thruster housing, and a propeller arranged outside the thruster housing and being operationally connected to the propeller shaft. The present invention further relates to a vessel comprising an azimuth thruster and a method of configuring an azimuth thruster.

BACKGROUND OF THE INVENTION

[0002] Azimuth thrusters, also known as pods, pod drives or gondola drives, are propulsion and steering units widely used in maritime vessels. Various configurations of azimuth thrusters are known, and they may be operated as either pushing azimuth thrusters having the propeller mounted in a downstream position, or as pulling azimuth thrusters having the propeller mounted in an upstream direction. Both pushing and pulling azimuth thrusters possess unique advantages and may be preferred in different situations, e.g. dependable on the design and operation of the vessel.

[0003] Traditionally, azimuth thrusters are made of materials such as cast iron and steel, these materials making thrusters very heavy due to their often considerable size. Heavy thrusters make assembly work and repair a cumbersome operation, often requiring that vessels are put in a dry dock.

[0004] Also, traditionally, azimuth thrusters are designed and manufactured according to the design and intended operation of a specific vessel. However, during the lifetime of a vessel the design and intended operation may change, making the original azimuth thruster less suitable. Further, as azimuth thrusters are often made to order for a specific vessel, standardization of components is difficult.

[0005] Consequently component quantities are low, resulting in inefficient production methods and higher production costs.

[0006] Hence, an improved azimuth thruster would be advantageous, and in particular an azimuth thruster enabling more efficient manufacturing processes, having a reduced weight and providing a more flexible area of use would be advantageous. US 2011/0318978 A1 discloses an azimuth thruster with the features in the preamble of claim 1.

OBJECT OF THE INVENTION

[0007] In particular, it may be seen as a further object of the present invention to provide an azimuth thruster that solves the above mentioned problems of the prior art with regard to production, flexibility of use and weight.

SUMMARY OF THE INVENTION

[0008] Thus, the above described object and several other objects are intended to be obtained in a first aspect of the invention by providing an azimuth thruster for propelling a vessel, having a thruster housing around which water flows, and comprising: a standardized core unit having a core unit housing forming part of the thruster housing, a transmission line arranged within the core unit housing, comprising a propeller shaft extending in a longitudinal direction of the thruster housing, and a propeller arranged outside the thruster housing and being operationally connected to the propeller shaft, wherein, the azimuth thruster is configurable as both a pulling azimuth thruster and a pushing azimuth thruster by comprising first and second hydrodynamic elements mounted on matching first and second core unit interfaces defined by exterior surface areas of the core unit housing, the hydrodynamic elements forming part of the thruster housing to controlling the flow of water around the thruster housing, and the core unit interfaces are adapted for receiving different hydrodynamic elements having different hydrodynamic properties, and wherein the thruster housing comprises a stub part, one end of which is adapted for being rotatably mounting on a vessel, and a torpedo part arranged at an opposite end of the stub part, and wherein the hydrodynamic elements constitute a part of both the stub part and of the torpedo part.

[0009] The invention is particularly, but not exclusively, advantageous for obtaining an azimuth thruster which may be configured as either a pulling azimuth thruster or a pushing azimuth thruster. To achieve this, it is desirable to have hydrodynamic elements on both a downstream facing side and an upstream facing side of the standardized core unit to be able to control the hydrodynamic properties of the thruster housing. In this regard it should be noted that the desired hydrodynamic properties of pulling azimuth thrusters may be very divergent from those of pushing azimuth thrusters. Thus, to be able to control the hydrodynamic properties of the thruster housing by changing the hydrodynamic elements is advantageous. A further advantage in this respect is that the hydrodynamic characteristics of the thruster may be specified late in the production process by only changing hydrodynamic elements. Hereby, a modular thruster concept is achieved, which increases component quantities and ensures an efficient production of tailored azimuth thrusters.

[0010] In one embodiment of the azimuth thruster, the transmission line further comprises bearings and gears, all of which are fully contained within the core unit housing.

[0011] By providing an azimuth thruster wherein the propeller shaft is the only part of the transmission line extending from the core unit housing into the surrounding water when the azimuth thruster is mounted on a vessel, only the imperviousness of the standardized core unit has to be ensured. Hereby the design of the connection between the hydrodynamic element and the standardized core unit may be subject to fewer requirements and the hydrodynamic elements may be replaced without concern for the imperviousness of the core unit of the azimuth thruster.

[0012] Furthermore, the thruster housing may comprise a stub part, one end of which is adapted for being mounting on a vessel, and a torpedo part arranged at an opposite end of the stub part, and wherein the hydrodynamic elements constitute part of both the stub part and part of the torpedo part.

[0013] Additionally, a torpedo section of the core unit housing forming part of the torpedo part may be wider than a stub section of the core unit housing forming part of the stub part in the longitudinal direction of the thruster housing.

[0014] By increasing the width of the torpedo section of the core unit housing, the distance between bearings carrying the propeller shaft may be increased, thereby improving the suspension of the propeller shaft.

[0015] Also, each of the core unit interfaces may be defined by one or more end faces of the core unit housing.

[0016] Further, the first core unit interface and the second core unit interface may be arranged on opposite sides of the thruster housing, facing in an upstream and a downstream direction, respectively.

[0017] In addition, the first core unit interface facing in the upstream direction may be substantially parallel with the second core unit interface facing in the downstream direction.

[0018] Also, the first and the second core unit interface may cover both the part of the core unit housing forming part of the stub part of the thruster housing and the part forming part of the torpedo part of the thruster housing.

[0019] Additionally, each of the core unit interfaces may be defined by multiple end faces of the core unit housing, the multiple end faces being offset in relation to one another in the longitudinal direction of the thruster housing.

[0020] In one embodiment of the azimuth thruster, the core unit housing is symmetrical about a plane of symmetry intersecting a centre axis of the core unit housing and extending in a direction transversal to the longitudinal direction of the thruster housing.

[0021] Furthermore, the core unit housing may be adapted for providing the structural integrity of the azimuth thruster by absorbing structural loads and bearing loads induced by the weight and operation of the azimuth thruster itself and hydro induced forces acting on the thruster housing during use.

[0022] By the core unit housing absorbing structural loads, bearing loads induced by the weight and operation of the azimuth thruster and hydro induced forces, great flexibility is achieved for the design of the hydrodynamic elements.

[0023] Also, the core unit housing may be made from cast iron.

[0024] Moreover, in one embodiment the hydrodynamic elements are made from non-metallic materials, such as composites, polymers, glass- or carbon fibre reinforced polymers or polyurethane.

[0025] By using materials other than the traditional cast iron and steel a reduction in weight is achieved and the shaping of the hydrodynamic elements is easier. Hereby the implementation of more advanced shapes of hydro dynamic elements is possible.

[0026] The azimuth thruster described above may further comprise a propeller nozzle encircling the propeller to improve operation and propeller effect.

[0027] Additionally, the core unit housing may form a minor part of the thruster housing and the hydrodynamic elements may form a major part of the thruster housing.

[0028] Also, a maximum width of the core unit housing in the longitudinal direction may be 1/3 to 1/4 of a maximum width of the thruster housing in the longitudinal direction.

[0029] By implementing a core unit housing having a relative short width and/or size, the shape of the core unit housing has little impact on the overall hydrodynamic properties of the thruster. Hereby, a common standardized core unit housing for use in various thruster configurations may be achieved.

[0030] Moreover, a t/c-ration of the thruster housing may be configurable in the range from 0,2 to 0,6.

[0031] Still further, a width of the torpedo part of the core unit housing in the longitudinal direction may be in the range of 12-17 times a diameter of the propeller shaft.

[0032] The invention also relates to a vessel comprising an azimuth thruster.

[0033] Further, the invention relates to a method for configuring or for re-configuring the above described azimuth thruster, the method comprising the steps of: providing a standardized core unit, specifying hydrodynamic characteristics of the azimuth thruster, mounting hydrodynamic elements on the standardized core unit to meet the specified hydrodynamic characteristics.

[0034] Furthermore, the method may comprise the step of replacing a first and/or a second hydrodynamic element already mounted on the standardized core unit with a third and/or a fourth hydrodynamic element having different hydrodynamic properties.

[0035] The method for configuring the azimuth thruster clearly illustrates the beneficial effects of the proposed modular azimuth thruster. By using a standardized core unit, the hydrodynamic properties of the entire azimuth thruster may be specified and fixed at a relatively late stage in the manufacturing process. This should be compared to traditional thrusters wherein the hydrodynamic properties are determined earlier by the design of a common thruster housing. Also, the hydrodynamic properties of an already installed azimuth thruster according to the invention, may be re-configured by changing the hydrodynamic elements.

[0036] The above described aspects of the present invention may each be combined with any of the other aspects. These and other aspects of the invention will be apparent from and elucidated with reference to the embodiments described hereinafter.

BRIEF DESCRIPTION OF THE FIGURES

[0037] The azimuth thruster according to the invention will now be described in more detail with regard to the accompanying figures. The figures show one way of implementing the present invention and is not to be construed as being limiting to other possible embodiments falling within the scope of the attached claim set.

Figure 1 shows a schematic drawing of an azimuth thruster according to one embodiment of the invention,

Figure 2a shows a schematic drawing of a pushing azimuth thruster according to one embodiment of the invention,

Figure 2b shows a schematic drawing of a pulling azimuth thruster according to another embodiment of the invention,

Figure 3a shows one embodiment of a standardized core unit of an azimuth thruster,

Figure 3b shows another embodiment of a standardized core unit of an azimuth thruster,

Figure 4 shows a transmission line contained within the core unit housing,

Figure 5 shows a pushing azimuth thruster according to one embodiment of the invention,

Figure 6 shows a pulling azimuth thruster according to another embodiment of the invention,

Figure 7 shows a schematic drawing illustrating an azimuth thruster having a twisted leading edge, and

Fig. 8a and 8b show different principles for mounting hydrodynamic elements on the core unit.

DETAILED DESCRIPTION OF EMBODIMENTS

[0038] With reference to Fig. 1, the figure shows an azimuth thruster 1 for propelling a vessel 17, such as a ship, a floating production platform or the like. The azimuth thruster has a thruster housing 11 around which water flows, and comprises a standardized core unit 2 provided with first and second hydrodynamic elements 4,5 and a propeller 3. The thruster housing 11 comprises a stub part 7 which is adapted for being rotatably mounting on a vessel, and a torpedo part 8 arranged at an opposite end of the stub part. The azimuth thruster 1 is rotatable about a centre axis 12 by one or more operating steering engines 18 provided above the azimuth thruster. Hereby a pulling or pushing force vector of the azimuth thruster can be orientated in a 360 degrees interval about the centre axis 12

[0039] The standardized core unit 2 has a core unit housing 21 forming part of the thruster housing 11. A transmission line 6 comprising a propeller shaft 61 and a drive shaft 64 is arranged inside the core unit housing. The transmission line 6 is shown in isolation in Fig. 4. The drive shaft 64 extends through the stub part of the thruster housing and into the vessel where it may be operably connected to driving means of the vessel (not shown), such as an onboard combustion engine. The propeller shaft 61 extends in a longitudinal direction 13 of the thruster housing and the propeller 3 is mounted on the drive shaft outside the thruster housing. The propeller shaft 61 is driven by a pinion gear 632 provided on the drive shaft 64, cooperating with a drive gear 631 arranged on the propeller shaft.

[0040] In another embodiment (not shown) driving means for driving the propeller, such as an electrical motor, may be arranged in the thruster housing of the azimuth thruster. Hereby, the propeller shaft may be directly associated with the driving means, making the drive shaft redundant.

[0041] The standardized core unit shown in further detail in Fig. 2a and Fig. 3b, comprises first 9a and second 9b core unit interfaces defined by exterior surface areas 211 of the core unit housing 21. The hydrodynamic elements 4,5 are mounted on the core unit housing at the at first 9a and second 9b core unit interfaces, thereby forming part of the thruster housing. The core unit interfaces are adapted for receiving different hydrodynamic elements having different hydrodynamic properties, i.e. varying shape and size as shown in fig. 2a and Fig. 2b. Various principles for the design of the core unit interfaces and for the mounting of the hydrodynamic elements 4, 5 on the core unit housing 21 may be envisaged by the skilled person. For example, the hydrodynamic elements may simply abut on the core unit interfaces 9a, 9b or alternatively partly or fully overlap the core unit housing as shown in Fig. 8a and 8b. Fig. 8a shows an azimuth thruster wherein the hydrodynamic elements partly overlap the core unit housing 21. Fig. 8b shows an embodiment of the azimuth thruster wherein the standardized core unit 2 and thus the core unit housing 21 are enclosed by the hydrodynamic elements 4,5. The core unit housing 21 may be either partly of fully enclosed by the hydrodynamic elements, whereby the hydrodynamic elements may be joined to one another in one exemplary embodiment.

[0042] The hydrodynamic elements may be chosen such that the desired hydrodynamic properties of the thruster housing is achieved, but also in accordance with whether the azimuth thruster is a pulling or a pushing azimuth thruster. Hereby, the azimuth thruster is configurable as both a pulling and a pushing azimuth thruster.

[0043] As shown in the figures, the hydrodynamic elements 4, 5 constitute a part of both the stub part 7 and the torpedo part 8 of the thruster housing, thereby having a substantial impact on the hydrodynamic properties of the azimuth thruster. By varying the shape of the hydrodynamic elements 4, 5, length and surface areas of the thruster housing may thus be controlled.

[0044] Referring to Fig. 7, the hydrodynamic elements may also be used for controlling the t/c-ration of the thruster housing, which is the relationship between the cord length, i.e. the maximum width, W_th of the thruster housing in the longitudinal direction, and the thickness of the thruster housing, i.e. the maximum width of the thruster housing in a transversal direction.

[0045] A further effect of the modular design is that the hydrodynamic elements may be used to control the twist of the thruster housing, i.e. the position of a leading edge 224 of the thruster housing with respect to a centre axis 131 extending in the longitudinal direction of the thruster housing, as shown in Fig. 7. The necessary twist may depend on whether the thruster is a pulling or a pushing thruster, intended speed of the vessel, direction of rotation of the propeller, propeller load, etc.

[0046] Referring again to Fig. 2, it is shown that a torpedo section 81 of the core unit housing forming part of the torpedo part 8, is wider in the longitudinal direction, than a stub section 71 of the core unit housing forming part of the stub part 7. By using such configuration a distance between bearings 62 carrying the propeller shaft 61 may be increased while keeping the width of the stub part of the core unit housing at a minimum. From Fig. 2b it is also seen that a maximum width, W_cu of the core unit housing in the longitudinal direction is 1/3 to 1/4 of a maximum width, W_th of the thruster housing in the longitudinal direction.

[0047] Reducing the width of the core unit housing in general, reduces the impact of the core unit housing on the overall hydrodynamic properties of the thruster housing. A further advantageous effect of the increased width of the torpedo section 81 of the standardized core unit is that each of the core unit interfaces 9a, 9b are defined by multiple end faces 222 of the core unit housing being offset in relation to one another. This configuration of the core unit interfaces may result in the creation of an improved connection between the core unit housing and the hydrodynamic elements.

[0048] Fig. 2a and Fig. 5 show azimuth thrusters configured as a pushing azimuth thruster indicated by the direction of the arrow. The pushing azimuth thruster has the propeller mounted on a downstream side of the thruster housing. In the embodiment shown in Fig 5, the thruster further comprises a propeller nozzle 15 encircling the propeller to improve operation and propeller effect.

[0049] Fig. 2b and Fig. 6 both show azimuth thrusters configured as a pulling azimuth thruster indicated by the direction of the arrow. The pulling azimuth thruster has the propeller mounted on an upstream side of the thruster housing and the thruster may further be provided with a fin element 16 extending from the torpedo part in order to increase a total exterior surface area of the thruster housing.

[0050] As shown in Fig. 1 and described above, the azimuth thruster extends from a vessel 17 comprising one or more steering engines 18 for turning the thruster. In one embodiment the steering engine(s) may be an electrical of hydraulic motor cooperating with a gear rim (not shown) provided at an end of the stub part 7 rotatably mounted on the vessel. When dimensioning the mounting for the azimuth thruster including the steering engine, the torque required for turning the azimuth thruster should be considered. The torque required to turn the azimuth thruster depends on several variables such as the hydrodynamic properties of the thruster housing, thruster rotation rate, propeller rotation and vessel speed. In this regard EP1847455A1 discloses an azimuth thruster wherein a pinion gear driving the propeller axis, produces a torque that acts against a resistance torque of the azimuth thruster associated with turning the thruster during operation. Hereby, the torque generated by rotation of the pinion gear is used to counter act the torque resistance of the thruster, thereby reducing the torque required to turn the azimuth thruster during operation. This, in turn, may result in a reduction in the size and/or number of steering engines required to turn the azimuth thruster.

[0051] Further, if an azimuth thruster according to the invention is to be used as both a pulling and a pushing azimuth thruster, the skilled person will know that the mounting should be dimensioned according to the forces action on the azimuth thruster when in pull configuration. This is due to the general observation that the torque required to turn a pulling azimuth thruster is larger than the torque required for turning a corresponding pushing azimuth thruster.

[0052] In the following, a method for configuring, i.e. manufacturing from standardized components, embodiments of the above described azimuth thruster will be described in further detail.

[0053] Various embodiments of both pushing and pulling azimuth thrusters having unique hydrodynamic properties may be configured based on the same standardized core unit 2. To produce an azimuth thruster according to the invention a standardized core unit 2 is provided. Variations of a standardized core unit may exist in that the mount for the propeller 3 may be provided on either side of the core unit housing 21, and the composition and dimensioning of the transmission line 6 may vary.

[0054] Secondly, it is determined whether the specific azimuth thruster 1 should be of the pushing or the pulling type, and the desired hydrodynamic characteristics are specified. Based on the specified hydrodynamic characteristics of the azimuth thruster, the appropriate hydrodynamic elements 4, 5 are chosen and mounted on the standardized core unit.

[0055] A considerable advantageous effect in this respect is that a customised azimuth thruster 1 may be build based on standardized components. One advantage of using standardized components is that product variation is introduced late in the end product process. Standardized components can thus be produced before the exact specifications of the future azimuth thrusters are known. Hereby, the production time from order to delivery may be reduced and the use of standardized components may increase quantities. By increasing quantities, a more efficient production process may be utilized. Especially, when it comes to the use of composite or non-metallic materials for the hydrodynamic elements, efficient productions processes are of crucial importance. Making customised azimuth thrusters from composite material without the use of standardized components is very cost ineffective and uncompetitive. In order to be able to use composite or non-metallic materials in azimuth thrusters, it is therefore crucial that standardized components are integrated in the design.

[0056] A further advantage of an azimuth thruster 1 according to the invention is that the azimuth thruster may be re-configured by replacing one or both of the hydrodynamic elements 4, 5 already mounted on the standardized core unit. If for example the design is altered of a vessel on which the azimuth thruster 1 is mounted, or the pattern of use changes, it may be advantageous to change the hydrodynamic properties of the azimuth thruster 1. In particular, an azimuth thruster according to an embodiment of the invention may be re-configured to alter the twist or the t/c-ration of the thruster housing. Instead of having to install a completely new azimuth thruster on the vessel, the hydrodynamic properties of an azimuth thruster according to the present invention may be changed by simply changing the hydrodynamic elements 4, 5.

[0057] As would be readily understood by the person skilled in the art, for an azimuth thruster to be configurable as both a pushing and a pulling azimuth thruster, both the shape of a leading part and a trailing part of the thruster housing must be controllable to arrive at an azimuth thruster having optimal hydrodynamic properties. This is achieved by the present invention by the use of hydrodynamic elements arranged on both sides of the core unit housing.

[0058] Although the present invention has been described in connection with the specified embodiments, it should not be construed as being in any way limited to the presented examples. The scope of the present invention is set out by the accompanying claim set. In the context of the claims, the terms "comprising" or "comprises" do not exclude other possible elements or steps. Also, the mentioning of references such as "a" or "an" etc. should not be construed as excluding a plurality. The use of reference signs in the claims with respect to elements indicated in the figures shall also not be construed as limiting the scope of the invention. Furthermore, individual features mentioned in different claims, may possibly be advantageously combined, and the mentioning of these features in different claims does not exclude that a combination of features is not possible and advantageous.

Claims

1. An azimuth thruster (1) for propelling a vessel, having a thruster housing (11) around which water flows, and comprising:

- a standardized core unit (2) having a core unit housing (21) forming part of the thruster housing,

- a transmission line (6) arranged within in the core unit housing, comprising a propeller shaft (61) extending in a longitudinal direction (13) of the thruster housing, and

- a propeller (3) arranged outside the thruster housing and being operationally connected to the propeller shaft,

wherein, the azimuth thruster is configurable as both a pulling azimuth thruster and a pushing azimuth thruster by comprising first and second hydrodynamic elements (4,5) mounted on matching first (9a) and second (9b) core unit interfaces defined by exterior surface areas (211) of the core unit housing, the hydrodynamic elements forming part of the thruster housing to control the flow of water around the thruster housing, and the core unit interfaces being adapted for receiving different hydrodynamic elements having different hydrodynamic properties,
characterized in that the thruster housing comprises a stub part (7), one end of which is adapted for being rotatably mounting on a vessel, and a torpedo part (8) arranged at an opposite end of the stub part, and wherein the hydrodynamic elements constitute a part of both the stub part and of the torpedo part.

2. An azimuth thruster according to claim 1, wherein the transmission line further comprises bearings (62) and gears (63), all of which are fully contained within the core unit housing.

3. An azimuth thruster according to any of the preceding claims, wherein a torpedo section (81) of the core unit housing forming part of the torpedo part, is wider than a stub section (71) of the core unit housing forming part of the stub part in the longitudinal direction of the thruster housing.

4. An azimuth thruster according to any of the preceding claims, wherein each of the core unit interfaces are defined by one or more end faces (222) of the core unit housing.

5. An azimuth thruster according to any of the preceding claims, wherein the core unit housing is symmetrical about a plane of symmetry (14) intersecting a centre axis (12) of the core unit housing and extending in a direction transversal to the longitudinal direction of the thruster housing.

6. An azimuth thruster according any of the preceding claims, wherein the core unit housing is adapted for providing the structural integrity of the azimuth thruster by absorbing structural loads and bearing loads induced by the weight and operation of the azimuth thruster itself and hydro induced forces acting on the thruster housing during use.

7. An azimuth thruster according to any of the preceding claims, wherein the hydrodynamic elements are made from non-metallic materials, such as composites, polymers, glass- or carbon fibre reinforced polymers or polyurethane.

8. An azimuth thruster according to any of the preceding claims, wherein the hydrodynamic elements partly overlap or enclose the standardized core unit.

9. An azimuth thruster according to any of the preceding claims, wherein a maximum width, W_cu of the core unit housing in the longitudinal direction is 1/3 to 1/4 of a maximum width, W_th of the thruster housing in the longitudinal direction.

10. An azimuth thruster according to any of the preceding claims, wherein a t/c-ratio of the thruster housing is configurable in the range from 0,2 to 0,6.

11. An azimuth thruster according to any of the preceding claims, wherein a width of the torpedo part of the core unit housing in the longitudinal direction is 12-17 times the diameter of the propeller shaft.

12. A vessel comprising an azimuth thruster according to any of the preceding claims.

13. A method for configuring or re-configuring the hydrodynamic characteristics of an azimuth thruster according to any of claims 1-12, comprising the steps of:

- providing a standardized core unit

- specifying hydrodynamic characteristics of the azimuth thruster,

- mounting hydrodynamic elements on the stub part and on the torpedo part of the standardized core unit to meet the specified hydrodynamic characteristics.

14. A method according to claim 13, further comprising the step of:

- replacing a first and/or a second hydrodynamic element already mounted on the standardized core unit with a third and/or a fourth hydrodynamic element having different hydrodynamic properties.

Ansprüche

1. Propellergondel (1) zum Antreiben eines Fahrzeugs, mit einem Gondelgehäuse (11), um das Wasser fließt, und umfassend:

- eine standardisierte Kerneinheit (2) mit einem Kerneinheitsgehäuse (21), das einen Teil des Gondelgehäuses bildet,

- eine Übertragungsleitung (6), die in dem Kerneinheitsgehäuse angeordnet ist, umfassend eine Propellerwelle (61), die sich in eine Längsrichtung (13) des Gondelgehäuses erstreckt, und

- einen Propeller (3), der außerhalb des Gondelgehäuses angeordnet und betriebsbereit mit der Propellerwelle verbunden ist,

wobei die Propellergondel sowohl als ziehende Propellergondel als auch als schiebende Propellergondel konfigurierbar ist, indem sie erste und zweite hydrodynamische Elemente (4, 5) umfasst, die an passenden ersten (9a) und zweiten (9b) Kerneinheitsschnittstellen angebracht sind, die durch Außenflächenbereiche (211) des Kerneinheitsgehäuses definiert werden, wobei die hydrodynamischen Elemente einen Teil des Gondelgehäuses bilden, um den Fluss von Wasser um das Gondelgehäuse zu steuern, und die Kerneinheitsschnittstellen angepasst sind, um verschiedene hydrodynamische Elemente, die verschiedene hydrodynamische Eigenschaften aufweisen, aufzunehmen,
dadurch gekennzeichnet, dass das Gondelgehäuse einen Stummelteil (7), wobei ein Ende davon angepasst ist, um drehbar an einem Fahrzeug angebracht zu werden, und einen Torpedoteil (8), der an einem gegenüberliegenden Ende des Stummelteils angeordnet ist, umfasst, und wobei die hydrodynamischen Elemente sowohl einen Teil des Stummelteils als auch des Torpedoteils bilden.

2. Propellergondel nach Anspruch 1, wobei die Übertragungsleitung weiter Lager (62) und Getriebe (63) umfasst, wobei alle davon vollständig in dem Kerneinheitsgehäuse enthalten sind.

3. Propellergondel nach einem der vorhergehenden Ansprüche, wobei ein Torpedoabschnitt (81) des Kerneinheitsgehäuses, der einen Teil des Torpedoteils bildet, breiter als ein Stummelabschnitt (71) des Kerneinheitsgehäuses ist, der einen Teil des Stummelteils in der Längsrichtung des Gondelgehäuses bildet.

4. Propellergondel nach einem der vorhergehenden Ansprüche, wobei jede von den Kerneinheitsschnittstellen durch eine oder mehrere Endflächen (222) des Kerneinheitsgehäuses definiert ist.

5. Propellergondel nach einem der vorhergehenden Ansprüche, wobei das Kerneinheitsgehäuse symmetrisch um eine Symmetrieebene (14) ist, die eine Mittelachse (12) des Kerneinheitsgehäuses schneidet und sich in eine Richtung transversal zur Längsrichtung des Gondelgehäuses erstreckt.

6. Propellergondel nach einem der vorhergehenden Ansprüche, wobei das Kerneinheitsgehäuse angepasst ist, um die strukturelle Integrität der Propellergondel bereitzustellen, indem Strukturlasten und Stützlasten, die durch das Gewicht und den Betrieb der Propellergondel selbst induziert werden, und hydroinduzierte Kräfte, die während des Gebrauchs auf das Gondelgehäuse wirken, absorbiert werden.

7. Propellergondel nach einem der vorhergehenden Ansprüche, wobei die hydrodynamischen Elemente aus nichtmetallischen Materialien gefertigt sind, wie zum Beispiel Verbundmaterialien, Polymeren, mit Glas- oder Kohlefasern verstärkten Polymeren oder Polyurethan.

8. Propellergondel nach einem der vorhergehenden Ansprüche, wobei die hydrodynamischen Elemente die standardisierte Kerneinheit teilweise überlappen oder einschließen.

9. Propellergondel nach einem der vorhergehenden Ansprüche, wobei eine maximale Breite, W_cu, des Kerneinheitsgehäuses in der Längsrichtung 1/3 bis 1/4 einer maximalen Breite, W_th, des Gondelgehäuses in der Längsrichtung beträgt.

10. Propellergondel nach einem der vorhergehenden Ansprüche, wobei eine t/c-Verhältnis des Gondelgehäuses im Bereich von 0,2 bis 0,6 konfigurierbar ist.

11. Propellergondel nach einem der vorhergehenden Ansprüche, wobei eine Breite des Torpedoteils des Kerneinheitsgehäuses in der Längsrichtung 12-17-mal den Durchmesser der Propellerwelle beträgt.

12. Fahrzeug, umfassend eine Propellergondel nach einem der vorhergehenden Ansprüche.

13. Verfahren zum Konfigurieren oder Rekonfigurieren der hydrodynamischen Eigenschaften einer Propellergondel nach einem der Ansprüche 1-12, die folgenden Schritte umfassend:

- Bereitstellen einer standardisierten Kerneinheit

- Spezifizieren von hydrodynamischen Eigenschaften der Propellergondel,

- Anbringen von hydrodynamischen Elementen an dem Stummelteil und an dem Torpedoteil der standardisierten Kerneinheit, um die spezifizierten hydrodynamischen Eigenschaften zu erfüllen.

14. Verfahren nach Anspruch 13, weiter umfassend den folgenden Schritt:

- Ersetzen eines ersten und/oder eines zweiten bereits an der standardisierten Kerneinheit angebrachten hydrodynamischen Elements durch ein drittes und/oder ein viertes hydrodynamisches Element mit anderen hydrodynamischen Eigenschaften.

Revendications

1. Propulseur azimutal (1) pour la propulsion d'un navire, comprenant un carénage de propulseur (11) autour duquel s'écoule l'eau, et comprenant:

- une unité principale harmonisée (2) comprenant un corps d'unité principale (21) faisant partie du carénage de propulseur,

- une ligne de transmission (6) agencée au sein du corps d'unité principale, comprenant un arbre de transmission (61) disposé dans un sens longitudinale (13) du carénage de propulseur, et

- une hélice (3) agencée à l'extérieur du carénage de propulseur, et raccordée de façon opérationnel à l'arbre d'hélice,

le propulseur azimutal pouvant être configuré comme propulseur azimutal de traction et propulseur azimutal de poussée en comprenant un premier et un deuxième éléments hydrodynamiques (4,5) montés sur des première (9a) et deuxième (9b) interfaces d'unité principale définies par des surfaces extérieures (211) du corps d'unité principale, les éléments hydrodynamiques faisant partie du carénage de propulseur pour assurer la régulation de l'écoulement de l'eau autour du carénage de propulseur, et les interfaces d'unité principale étant adaptées pour recevoir différents éléments hydrodynamiques présentant différentes propriétés hydrodynamiques,
caractérisé en ce que le carénage de propulseur comprend une pièce tronquée (7) dont un bout est adapté pour être monté de façon rotative sur un navire, et un élément torpille (8) agencé sur un bout opposé de la pièce tronquée, les éléments hydrodynamiques constituant un élément à la fois de la pièce tronquée et de l'élément torpille.

2. Propulseur azimutal selon la revendication 1, la ligne de transmission comprenant en outre des roulements (62) et des engrenages (63), qui sont tous entièrement incorporés dans le corps d'unité principale.

3. Propulseur azimutal selon une quelconque des revendications précédentes, une section torpille (81) du corps d'unité principale, faisant partie de l'élément torpille, est plus large qu'une section tronquée (71) du corps d'unité principale faisant partie de la pièce tronquée dans le sens longitudinal du carénage de propulseur.

4. Propulseur azimutal selon une quelconque des revendications précédentes, chacune des interfaces d'unité principale étant définie par une ou plusieurs faces d'extrémité (222) du corps d'unité principale.

5. Propulseur azimutal selon une quelconque des revendications précédentes, le corps d'unité principale étant symétrique autour d'un plan de symétrie (14) coupant un axe central (12) du corps d'unité principale, et s'étendant dans une direction transversale à la direction longitudinale du carénage de propulseur.

6. Propulseur azimutal selon une quelconque des revendications précédentes, le corps d'unité principale étant adapté pour apporter la intégrité structurelle du propulseur azimutal en absorbant des charges structurelles et des charges porteuses induites par le poids et le fonctionnement du propulseur azimutal lui-même, et des forces hydro-induites agissant sur le carénage de propulseur en cours d'utilisation.

7. Propulseur azimutal selon une quelconque des revendications précédentes, les éléments hydrodynamiques étant réalisés avec des matériaux non métalliques, tels que des composites, des polymères, des polymères renforcés par fibres de verre ou de carbone, ou du polyuréthane.

8. Propulseur azimutal selon une quelconque des revendications précédentes, les éléments hydrodynamiques chevauchant ou renfermant partiellement l'unité principale harmonisée.

9. Propulseur azimutal selon une quelconque des revendications précédentes, une largeur maximale W_cu du corps d'unité principale dans le sens longitudinal mesurant de 1/3 à 1/4 d'une largeur maximale W_th du carénage de propulseur dans le sens longitudinal.

10. Propulseur azimutal selon une quelconque des revendications précédentes, un taux t/c du carénage de propulseur étant configurable dans la plage 0,2 à 0,6.

11. Propulseur azimutal selon une quelconque des revendications précédentes, une largeur de l'élément torpille du corps d'unité principale dans le sens longitudinal mesurant de 12 à 17 fois le diamètre de l'arbre d'hélice.

12. Un navire comprenant un propulseur azimutal selon une quelconque des revendications précédentes.

13. Méthode de configuration ou reconfiguration des caractéristiques hydrodynamiques d'un propulseur azimutal selon une quelconque des revendications 1 à 12, comprenant les étapes suivantes:

- fourniture d'une unité principale harmonisée,

- spécification des caractéristiques hydrodynamiques d'un propulseur azimutal,

- montage d'éléments hydrodynamiques sur la pièce tronquée et sur l'élément torpille de l'unité principale harmonisée de façon à répondre aux caractéristiques hydrodynamiques.

14. Méthode selon la revendication 13, comprenant en outre l'étape suivante:

- remplacement d'un premier et/ou d'un deuxième élément hydrodynamique déjà montés sur l'unité principale harmonisée par un troisième et/ou un quatrième élément hydrodynamique présentant des caractéristiques hydrodynamiques diverses.

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